Heating system



(No Model.)

J. F. MGELROY.

vHEATING SYSTEM.

No. 489.888. vPenzenwd Nov. 4, 1890.

lvm/anim@ UNITED STATES PATENT OFFICE.

JAMES F. MCELROY, OF ALlMSANY, NEW YORK, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE CONSOLIDATED CAR HEATING COMPANY, OF IVI-IEEL- ING, WESTI VIRGINIA.

H EATING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 439,888, dated November 4, 1890.

Application led July 8, 1889- Serial No. 316,874. (No model.)

To @ZZ whom it may concern:

Be it known that I, JAMES F. MCELROY, a citizen of the United States, residing at Albany, in the county of Albany and State of New York, have invented certain new and useful Improvements in Heating Systems, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in a heating system especially designed for railway-cars; and the invention consists in the peculiar construction of a socalled storage-heater, in which the steam is used as the prime heating medum and distributed through the car, means being provided for collecting and storing the water of condensation of the steam in chambers formed in the radiators by dams or partitions, the chambers connecting with each other above the dams or by sluiceways or apertures through the dams, the usual means being provided to carry off the surplusage of water, all as more fully hereinafter described.

In the drawings which accompany this specication, Figure l is a perspective view, partly in section, of a steam-heating system embodying my improvements. Fig. 2 is a cross-section through one of the couplings. Fig. 3 is a similar section showing a modification of the dam or partition. Fig. 4 is a cross-section on line through the returnbend, aud Fig. 5 is a detached elevation of a coupling with a side outlet adapted to receive a spur. Fig. 6 is alongitudinal section through one of the couplings.

In the accompanying drawings my heater is shown as applied to a car, the heating-coils on one side only being illustrated, those on the other side being the same in construction.

A is the main steam-supply pipe or socalled train-pipe, having connection with the locomotive or other source of steam-supp1y- B is the steam-supply pipe leading into the car, controlled by a suitable valve C.

D is a radiator designed to be run along the side of the car and consisting of an upper run of pipe E, which dips toward the ends and is preferably provided with the side eXtension F at one or both ends, and the lower run of pipe G, which dips toward the center, the two courses of pipe being connected by suitable return-bends H.

At the lowest point in the lower run of pipe I preferably form the loop I, connected at the end by a suitable return-bend I', into which is connected the outlet-pipe J, having a suitable valve J', through which the overiiowing water of condensation from the radiator is allowed to escape beneath the car, all the parts above described being of known and usual construction except as more f ully herenafter set forth.

In the practical application of steam-heating appliances in railway-cars it has been found difficult to heat the cars in moderate weather to a proper temperature, using as a heating medium direct steam in the pipes, for when the piping system is supplied withV steam it necessarily is at a temperature of about 212 or more, which in moderate weather would greatly overheat the car. order to lower this temperature it was necessary to turn o the steam-supply. The radiating-pipes in the car very quickly cool, and the car would thus become uncomfortably cold. In this way, in order to keep the temperature at or near 70 const-ant care and attention were required from the attendants.

In order to provide a reservoir of heated material in the car which would give out its heat for a considerable period of time after the steam was shut off, thereby requiring much less attention in maintaining an even temperature at all times, I have provided a series of storage-chambers K in the radiating-pipes by placing in said pipes the coup lings K, in the lower side of which are formed the dams or partitions L, above which is left the steam-passage M. It is evident that these couplings may be placed at the ends of each horizontal course of pipes only or as many intermediate the ends as wished. Too great a distance between them is not desirable for use in railway-cars, as the motion of the train would be apt to overiow too much of the water into the lower courses in stopping and starting. The steam-inlet pipe B preferably connects into the coupling N, which is pro- IOO vided with two of these partitions-one on either side of the steam-inlet. I also preferably provide the partitions in the returnbends H and I; The parts being thus constructed, steam being supplied from the locomotive enters through the steam-supply pipe B into the coupling N and is distributed through the radiator. As it condenses, it is evident that the water of condensation will be retained in the storage-chambers K between the dams or partitions until it rises to the top thereof, when it will overflow int-o'thel next lower chamber. This being continued until it reaches the lowest point of the system, it will pass out through the outlet-pipe underneath the car. In this way after the system has been operating long enough to fill the storage-chambers to the top of the dam should the temperature in the car be too great, if steam is shut off the hot water remainingin the storage-chambers will keep the car warm for a long time. It is also evident that this hot water will be as evenly distributed in its radiation as is the case when the steam is turned on.

If additional piping beside the upper and lower runs of pipe E and G is required to heat the cars, I preferably employ the spurs O, making the coupling K of suitable length and providing them with screw-threaded apertures P to receive .the spursO. These spurs being arranged on a substantially horizontal plane will contain the water only in their lower part and to the same height as the water in the main radiating-pipes, to which they are connected.

It is evident that as the radiating-pipes at no point are completely lilled with water, should they be allowed to freeze no damage will arise therefrom.

I 'preferably connect the sluiceway or gatewayR in the partitions or dams to keep the water-level slightly below the top ofthe dams at rest, so that in starting and stopping the train but a small amount of water will overiiow the dams.

It will be seen that not only is the water in direct contact with the steam, but it is constantly fed with the accumulating water of condensation.

Vhat I claim as my invention isl. In a heating system, a radiator having an inclined series of dams therein forming water-receptacles and arranged so as to form a steam-space above the receptacles, and means for introducing steam into the radiator, substantially as described.

2. In a heating system, inclined radiatingpipes having an inclined series of dams therein forming water-receptacles and constructed to form a steam-space above the dams, and means for introducing steam into the steamspace, substantially as described.

3. In a heating system, a radiator consisting of piping joined bycouplings suitably inclined to carry off the water of condensation, dams formed in said couplings forming storage-chambers between, and a steampassage above said dams, substantially as described.

ll. In a heating system, a radiator consisting of piping joined by couplings suitably inclined to carry off the water of condensation, dams or partitions formed in said couplings, and sluiceways or apertures in said partitions, substantially as described.

5. In a heating system, a radiator consisting oi' piping suitablyinclined to carry oif the water of condensation or dams formed in the couplings, the pipes forming storage-chambers between and a steam-passage above said dams, a central coupling having a well formed by two dams, and a steam-pipe entering said central coupling into the well, substantially as described. y

In testimony whereof I affix my signature, in presence of two witnesses, this Llthday of June,

JAMES F.r MCELROY.

Witnesses:

EDWIN A. SMITH, l Enw. MCBREARTY. 

